Freight loading



Aug. 22, 1950 s. M. NAMPA 2,519,346

FREIGHT LOADING Original Filed March 12, 1942 5 Sheets-Sheet 1 1- 20 21 x Fig. 4..

. INVENTOR.

Aug. 22, 1950 s; M. NAMPA 2,519,846

FREIGHT 1.0mm;

Original Filed Mrch 12, 1942 s Sheets-Sheet 2 Iln. P 59 L f q I 5a (I 9 F all; 1B

Fig.9.

S. M. NAMPA FREIGHT LOADING Aug. 22, 1950 5 Sheets-Sheet 3 Original Filed March 12, 1942 INVENTOR. S040 ///c///7Z Ah /36 ,9

Qttorneus S. M. NAMPA FREIGHT LOADING Aug. 22, 1950 5 Sheets-Sheet 4 Original Filed March 12, 1942 IIIIIIIIII INVENTOR. J00 M07462 Afl V W ttorruzys.

Aug. 22, 1950' s. M. NAMPA 2,519,346

FREIGHT LOADING Original Filed March 12, 1942 5 Sheets-Sheet 5 1111-2535:} gQQ.

At orneus.

Patented Aug. 22, 1950 FREIGHT LOADING Sulo Michael 'Nampa, Detroit, Mich., assignor to Evans Products Company, Detroit, Mich., a corporation of Delaware Continuation of application Serial No. 434,357, March 12, 1942. This application April 9, 1947,

Serial N 0. 740,330

43 Claims.

This invention relates to improved loading apparatus adjustable and widely adaptable to hold freight articles of different types in vehicles or storage spaces, and more particularly to improved equipment of this nature built into or combined with a vehicle, such as a railway freight car, to hold (that is, to brace, support or carry, space wedge, or to provide shelves, partitions, or bins for) a wide variety of packages or parts during shipment.

An object of my invention is to provide apparatus or equipment of the type described above which is advantageously combined with the structure of a railway freight car (although it will be understood that this or similar equipment may be used in other vehicles or spaces), to be of minimum practical weight and cost and yet be sturdy enough for all service demands.

Another object is to provide such equipment so that the several portions to be adjusted may be released, moved to their new positions, and relocked or fixed with a minimum in effort and without extensive tools or special equipment. More particularly, it is desired here to use a double tilting motion for removing or adjusting certain of the members.

Another object is to provide equipment of this type which is strong and also low in cost and weight because of the use of tooth-like projections to form the engaging portions to hold the several parts in adjustment, and, more particularly, to permit a very close spacing (of the order of /2 inch) between adjusted positions, moving vertically or horizontally-this to be achieved by the above teeth.

Another object is to provide such equipment embodying adjustably supported side wall members, and cross members carried thereby, the arrangement being particularly characterized in that, while supported by the side members, the cross members may be moved therealong to desired positions of adjustment.

Further objects of the invention are to provide improved loading members per se, in addition to providing improved combinations of utilizing such members.

Other objects of this invention will become apparent from the following specification, the accompanying drawings, and the claims hereinafter set forth.

For a better understanding of the invention, reference may be had to the accompanying drawings forming a part of the specification, wherein:

Fig. 1 is a perspective view looking into one end of a partly loaded freight car equipped with the present invention;

Fig. 2 is a perspective view showing the use of a preferred wedging tool to exert powerful leverage in manually adjusting the ends of the cross bars longitudinally;

Fig. 3 is a perspective view of the other end of this same tool;

Fig. 4 is a side or partly perspective View looking in through the door opening at one end of a side bay member or horizontal side member in place;

Fig. 5 is a perspective view generally like Fig. 1 but showing special vertical bars and horizontal bars forming part of a central longitudinal partition for bins, or the like, and also a rotatable or tiltable cross bar in the foreground;

Fig. 5A is a section taken on the line 5A-5A of Fig. 5 and showing the intermediate structure of a modified form of cross bar;

Fig. 6 is a side view of one of the horizontal side bay members employing, as compared with Fig. 4, a modified arrangement for providing the tooth-like projections;

Fig. 6A is a view similar to part of Fig. 6 showing a second modified form of bay member;

Fig. '7 is an end view of the bay member shown in Fig. 6;

Fig. 7A is a fragmentary view in vertical section of the bay member of Fig. 4;

Fig. 7B is a view in vertical section of the bay member of Fig. 6A;

Fig. 8 is a plan view of part of the top of the rack on the bay member of Fig. 7;

Fig. 8A is a similar view of a modified form of the top part or teeth of Fig. 7A;

Fig. 8B is a plan view of the bay member shown in Fig. 6A;

Fig. 9 is a top view of the hanger portion of Fig. 7A;

Fig. 10 is a view similar to Fig. '7 showing the bay member tilted to disengage the two sets of teeth;

Fig. 11 is a schematic partial sectional view of one side of one end of the wall of a freight car equipped with this invention;

Figs. 12, 13, 14, 15 and 16 are enlarged views in horizontal section based on Fig. 11;

Fig. 17 is a transverse sectional view showing a removably mounted door post;

Fig. 18 is an elevational view taken along the line l8i8 of Fig. 17;

Fig. 19 is a top plan view of the post, removed from its holding sockets in the car, taken along the line I 9-49 of Fig. 17

Fig. 20 is a section on the line 20-20 of Fig. 1'7;

Fig. 21 is a plan view of the cross bar assembly with portions broken away;

Fig. 22 is an elevation of the structure of Fig. 21;

Fig. 23 is a section taken on the line 23-23 of Fig. 21;

Fig. 24 is a section taken on the line 2424 of Fig. 22;

Fig. 25 is a section taken on the line 25-25 of Fig. 21;

Fig. 26 is a plan view of a modified form of cross bar with a portion broken away; and

Fig. 2'7 is an elevational view of a portion of the structure of Fig. 26.

Referring to the invention and to the drawings in general, and mainly to Figures 1, 2, 11 and 13, it will be seen that m loading or holding apparatus as combined into the structure of a vehicle, here shown as the conventional type of freight car I, consists fundamentally of spaced elongated members l5 extending along the sides [0 of the car and specifically being uprights which may be regarded as forming parts of the sides It, since they are rigidly secured to and so stiffen or reinforce the usual side frame members, such as 13, 66, 61' and 88 of Figs. 11 through [5.

These uprights i6 carry an improved form of holding or engaging shapes 2! which are very closely spaced. In this apparatus as built and very successfully operated under many and varied adverse test conditions of service, this spacing is ,5" for the vertical adjustment, and all the other adjustments are of the same pitch or module. Yet with this close adjustment and with a relatively light structure there is a high strength, due to the arrangement of the holding means as projections or rounded teeth 20 elongated parallel to the car length and normal to the main loads thereon, and due to the use of such projections here in lieu of holes or openings. The uprights 16 thus carry hanging side bay members 3| b an improved and simple organization operated by only two types of tilting to remove or insert members 3| and to change their vertical adjusted positions. No extra latches, or the like, need be relied on to hold or to take loads on members 31.

Members 3| have along their top surfaces 8. similar form of teeth (or here I may use openings as shown in Figs. 6A, 7B and 8B, although I do not now prefer this last form) and are in turn engaged by a few similar downwardly-projecting teeth 20 on the holding or securing end fittings on the ends of the specially designed cross bars 10. As will be seen, bars 70 rest on the toothed tops of members 3! and may be slid along thereon to any desired adjusted position where the corresponding teeth are engaged and then locked or held against vertical dislodgments (which might occur in the absence of vertical loads on the bars, due to vibrations or vertical bumping of the car) by ameans such as a swingout latch as hereinafter disclosed in detail. This arrangement so that bars 10 rest on members 3|, and especially the use of easily curved or rounded teeth, is important since it permits a ready sliding of a bar 10 along members 3| to any desired position without having to lift such bar 18 or going through other diflicult operations. Even when a bar 10 is pressing against heavy freight, it ma ybe easily wedged, especially by the tool as shown in Figs. 2 and 3.

In the broader aspects of the invention, no extra holding or locking latches for bars 79 are essential; or, stated an another way, under at least certain normal loads all of the major parts of this organization (i. e. the side bay members and the cross bars) are held in place even more firmly by the normal loads themselves.

As seen in Fig. 5, special types of cross bars iDO are provided (usually in limited numbers for each car) to permit the construction of central partitions or bins, or the like, since bars I00 carry two rows of teeth and thus can support other bars. Also, the shorter or half length bars I30 are sometimes useful in bridging across only one-half of the car width. Particularly in bars ID!) or I36, and to a considerable extent in all of the bars, it is quite important that they may be slightly extensible or telescopic between their firmly fixed ends, to thus correct for various dimensions and especially changes or errors in the car widths. Also, the rotatable or tiltable feature of the bar I29 is of value in conforming the flat faces of the bar to tilted or angular freight surfaces.

Other advantageous features will be found in the wooden buffer panels 21 and the buffer strips 41 and in the removable door posts and the removable panels 211. The even or horizontal positioning of members 10 is facilitated by the level indicia or level numbers in feet and fractions thereof which are conveniently marked on each edge of each wood panel 21, as shown at 28 in Fig. 1. Still other advantages will be set forth in the following more detailed description.

It may be noted again that constructions according to the disclosures herein have proved themselves to be quite advantageous in service conditions and that numerous advantages accrue from the particular features taught here. For example, cars with loading equipment for the same general purposes are in use and others have been proposed, but the present invention gives appreciable savings in weight and steel required, in cost, in labor time in loading or unloading, and in less damage to freight due to closer adjustments and tighter and more universally adaptable holding or packing in crates (such as C in Fig, 1), packages (such as P in Fig. 1), and many others.

Among the light or heavy and various shaped articles readily handled have been such things as curved automobile doors, rear axles, storage batteries, refrigerators, stoves, and things in light cardboard cartons. As will be seen, the members 10 may also serve as shelves for multiple decking and as temporary platforms for the loading crews.

Referring more particularly to the drawings (particularl Figs. 1, 4 and 11 through 15), the numeral 1 designates a freight car which, as shown herein, may be of the conventional, wide, double door or automobile type. When equipped with the apparatus of the present invention, the cars floor 2 and its wood lined end walls 3 are not changed, but the conventional roof 5 may be strengthened and stiffened by the arched .or inclined cross channels 6-5 welded together at the center of the car and welded to the upper side members I of the side wall structure. These channels 6fi carry the welded-on, laterally spaced trolley rails 8"8 extending the length of the car for handling heavy freight in the car, as is well known in this art.

This automobile type car's side walls 10 have the longitudinally offset double side doors [2, as indicated in Fig. 11. With or without the present apparatus installed, the car is syrmnetrical or. identical end-for-end, so that only one side of one-half of the length of the car is shown in Fig. 11. In installing the apparatus of the present invention in an existing freight car of the general type shown, the changes are in the inner portions of the cars side walls l and their doors I2.

The conventional wooden inner lining for the side walls, not shown, is removed toexpose the upright, inwardly projecting intermediate side posts 13 which form the main upright strengthening members and roof supports of the car side walls and which in this particular car are in the form of outwardly opening steel channel type members (see Figs. 11 and 13) having the flat inner portions or webs M, the side portions [5, and the flange portions Ilia suitably secured to the side walls Hi as by the rivets I52), as shown. These uprights or posts l3 are equally spaced along each side of the car except at the wide openings for doors l2. It is desirable to use existing uprights such as the posts I3, suitably modified, as the main longitudinally and laterally spaced upright support members of my freight holding apparatus in order to make the useful space within the car as wide as possible and to save additional weight and expense. However, it will be appreciated that although certain features of this invention are peculiarly applicable to and have a particular cooperation with freight car structure, yet most of the features of this invention may be applied not only to many types of freight cars but to other vehicles or enclosures, such as trucks, holds of ships, cargo airplanes, storage rooms, and the like; and the application of apparatus of the general type disclosed herein to other types of side uprights will be apparent from the present teachings.

Also, if properly spaced side uprights are notavailable or readily usable, it is intended that there will be supplied suitable uprights carrying the two rows of rack teeth, or the like, as hereinafter described in greater detail.

The vertical steel post plates l6 having vertically spaced holes I! (Fig. 13) are suitably secured to the side uprights of the vehicle, as by being welded at th holes l1, along their other exposed edges if desired, or to the inner face of the web member 14 of each of the uprights or channels l3 extending from the car floor to its roof. Thus, any rough projections formed by the welds will be countersunk in the holes so that there will be no sharp projections which could tear freight packages.

An important feature f this invention is the provision of a continuous row or series of uniform teeth, projections or corrugations 20 carried in a strong manner by suitable uprights, such as the channels I3 here, and with these teeth facing in a direction normal to the car sides either in or out, but preferably facing outwardly or away from the inside or center of the vehicle or storage space, as shown. As will be seen in the drawings, the teeth are uniformly curved or rounded in cross section and are evenly spaced, as shown, so one set of such teeth will easily fit into another such set and so the thick base portion of each tooth will give a strong securing means. As will be understood by those skilled in this art, teeth of the general type detorn out as are various shaped holes orperfbra tions. This is particularly true of the teeth along the side uprights l3 and on the corresponding side hangers of the members 3i. Also, the use of such projections or teeth will, as a practical matter, permit a lighter structure to be built within the usual cost limitations.

As shown in Fig. 13, plates l6 are materially wider than web portions [4 so that they extend out an equal distance to each side of the side portions l5. Plates l6 carry on their inner surfaces the rack members. In the form best shown in Figs. 4 and 7 the teeth 20 are cast in a plurality of short lengths of cast steel rack bars which are welded onto the plate IS. The bars 35 are uniformly arranged end-to-end to each other, so as not to interfere with the uniform spacing of the teeth 29 throughout the entire length of the long rack thus formed, and which rack extends from adjacent the floor to adjacent the roof of the car. As will be apparent, these members I6 (which in an illustrative case, may be A," thick and '7" wide) not only form a strong support for the teeth 20 but are also integrally united with the uprights I3 to materially strengthen the car walls. It will, of course, be understood that these teeth 26 may be formed by forging or by other known methods.

The foregoing arrangement enables use of the short lengths of cast rack bars and requires little initial expenditure in tooling; however, for quantity production it would be preferable, to integrally form the outwardly-extending holding means or the teeth on the side posts or the side post plates it, for example, by rolling in suitably formed rolls whenthe plates are rolled at the steel mill, as will be understood by those versed in this art. Thus, the separate rack pieces are omitted. The integral teeth are formed much more cheaply and in or as a part of a continuous piece of any desired length so that there is no welding between the teeth from floor to ceiling. it will be apparent that this method and arrangement is not only materially cheaper and stronger but saves an appreciable weight of steel.

In general, it is to be understood that any of the various known or desirable standard structural steel shapes or specially formed shapes may be employed for the normal side posts and the two types of door posts, as well as for the side or bay members and other portions of this organization; and it will be apparent that where this equipment is to be manufactured and installed at the time the car is originally built, it will be economical, if suflicient numbers are made, to have the teeth for the various members initially or originally rolled into the structural steel shapes themselves, instead of being rolled into separate plates like [6. Of course, the structural steel shapes may be made extra strong to take care of the extra loads, if desired.

Referring to Figs. 1, 11 and 12, the one-piece plywood lining panels 21, which here are of plywood, are permanently secured to the car walls between the uprights i3 by any suitable means. As shown in Figs. 1, '11 and 12, these wooden lining members 21 have less width than the space between the edges of plates l6 or 16a, as the case may be, to provide clearance spaces 29 which are quite important and necessary to permit entry of the tooth-carrying projecting portions of hangers 40 (Fig. 4) on the ends of the horizontal longitudinally-extending side support members -3I when members 3! are tilted about. a transverse axis into their entry or removal position, as hereinafter described.

The. inner surfaces of the wooden lining members 21 are, as shown, not quite flush with or are spaced slightly (1 to inch) outwardly from the smooth inner surfaces of plates IE to serve as cushioning or buffer surfaces over most. of the area of the car sides and thus prevent injury to the freight packages This outward spacing of members 21 prevents interference with the. flat outer surfaces of members 3|, which would be. apt to occur due to manufacturing inaccuracies or warping if the. surfaces were to be made flush originally.

Referring to. the embodiment of Figs. 1, 4, 7A and 1B, each of the horizontal side members or the bay members designated as a whole by 3| is formed by standard structural steel angles- 32 extending from end to end thereof and being of a length nearly equal to the centerline-to-centerline distance of the freight. car posts I3 or their equivalents with only suflicient clearance sothat they may, if desired, be mounted in an end-toend horizontal row, as shown at 33. in Fig. 1. The lengths of east iron racks 35, and which have identical teeth 29, are similarly welded at their edges, as at 34 and end-to-end, to the upper outer surfaces of the short leg of the angle 32, with the exposed weld at the joint 26. recessed. in a suitably formed groove between the teeth to. prevent rough projections and interferences. with the proper meshing of the teeth. As shown, the cast teeth on members have smoothly rounded ends, as seen in plan view.

Referring again to the modification of, Figs. 1, 4;, 7A and 7B, the structural steel angle 32 has, welded to the back or the outer surface ofitsv long leg and near each end thereof. two-right. and left-hand, but otherwise identical, onepiece hanger members (which are preferably drop forged but may be of suitable cast steel.) generally indicated by 40, each having a central. fiat portion 5| welded at its edges, as at 4 2-, tothe bacl: of the long leg of angle 32 and having a downwardly-projecting portion 42. with. a hole 43 to receive a carriage bolt 45 having nut. 46 and with its head countersunk in and securing therectangular wooden buffer or pad member 4'! which projects out even with or preferably slightly beyond the outer surface of angle 32 and its teeth 29 to prevent injury to freight by contact with these metal corners. It will be apparent that wooden buffer members 4'! are strongly held but may be readily replaced. In addition, hanger member 40 has a thick integral strength or web portion 49 supporting the tooth-carrying projecting portion 50. The flatside or end portion 5| abuts against the corresponding flat edge surface of the tooth-carrying plate H5 or the corresponding surface of plate |6a to act as lateral stops and to thus prevent lateral movement of side members 3|. The teeth 20 on portion 50' are identical with the previously described teeth and are here shown as consisting of four teeth, although five have been found to be a satisfactorynumber in the designs shown.

These teeth 20 on member 40 are adapted to mesh or engage with any of the outwardly-facing identical teeth 29'on the inside of, or on the flanges formed by, plate IS on uprights |-3 in any desired position of vertical adjustment.

As will appear from Figs. 4, 6, 7 and. 10,. the teeth 29 on member- 40 engaging-thesimilar-teeth. 20 on uprights |'3 are spaced above and outwardly from the, outermost surface.- of the. long leg of angle 32 which engages and rests against or is pressed against the outer surface of plates [I or Ilia. As shown in Fig. 10, the distance L between the lowermost inner corner portion of toothed member 40 or the rounded crown of the end tooth 20 (which may act as pivot here during the tilting) and the uppermost portion or corner of the outer surface of the lower or longer leg of angle 32' is appreciably greater than the thickness T of the plate l6 plus the maximum thickness, of toothed or rack member 35, so that when the side member 3| is manually tilted about a longitudinally extending axis, the two sets, of teeth 20 come out of engagement with or clear each other.

As will be apparent from Fig. 10, this will permit. a very easy manual vertical adjustment of. the. side members 3| up or down to any desired vertical position on the uprights l3, it only. being. necessary tograsp the side member 3| and tilt its. inner portion inwardly to the desired vertical position, move 3| to the desired position, and then tilt it back again to engage the teeth 20' on members 41,0 at each end with the corresponding teeth 2|) on uprights l3. Also it will be apparent that the-side members 3| may be tilted in substantially the same way as just described and as shown in. Fig. 10 butv with the uppermost outer corner of the angle 32 pushed in to engage the face of plate IB- so; that this corner serves as the pivot point duringthe tilting. Thus, by only a tilting motion or by a pure tilting or rotation,. the interfitting.

andinterengaging holding members or teeth 20 are disengaged and the member 3| is then in position for freeup or down sliding. or adjustmentalong, the side. posts. No: second or other motion would be necessary here in releasing or moving. the member 3| to position for adjustment. Referring again to Fig. 4, considered with '7 and- 10, it will be seen that the weight of member 3.1- hangs. down from the interengaging teeth 20-and is held against further turning or swinging. by the abutting of the outersurface of the. upright |6against the back of the angle member 32. This a stable. member 3| is also: held in place by any weight or load applied down on member'3'l so that,.in general,,no additional securingroir holding means; required. However, for occasions where there islittle load on certain members: 3|, or to" keep them-fromjumping; or vibrating in the moving freight. car, I. provide a. suitable extra latclr to. prevent 3|- from swinging out,v such as. the: simple spring; latch. comprising, spring 53; bent.- as; shown, in which one end projects through. a hole.

. in. 3 k toserveas. the latch while theother endis.

' pivotally held between cars 54'. This sort of latch:

may be partly automatic; that is,.it will snap in when. St is. swung into engaged position, but: the latch must. be pulled out todisengage 31..

Itwill be noticed that-Fig: 4- is a; view looking'. in through the; open door |2,.so that plate |8 is: welded onto the-movable end door post, asshown in. Figs; 1-1: and 15. However, everything else": here-looks; asit would if the view were from be hind'theposts |3-.

Referring again tosthe: side. or bay members. such as 3|, 1- have; described above, in connection with Figs.- 4, 7A,. 8A and 10., forms using the welded-om cast rack: strips or with integrally rolled} in. toothelike. projections; The general formiofzthese members3|i is, of course, otherwise the-same'as. thefnrther and preferred form of'bay' member3 ll; as shown in more'detail' in Figs; 6,1, 8iend 9;.

Inthis preferrewform the most important dit fering feature is the formation of the rack or teeth 20' extending along the top surface of the angle 32 by a single, continuous, long strip of corrugated steel 35, or the like, as shown in Figs. 6, 7, and 8. The teeth 20' are of the same crosssectional shape as teeth 20, but (as shown in Fig. 8) they do not have the rounded edge since this would be difiicult to form with the corrugating rolls and is not essential here. In all of these embodiments, these teeth 20 and 20' have been made 1% long. As indicated at 34 (Fig. 8) the strip 35 has, at suitably spaced intervals of a few inches, flat or recessed portions .formed in an upwardly-projecting tooth to give a fiat area for the weld 34' and thus firmly secure the strip 35 to the angle 32'. As will be apparent, this weld 34 will be within the contour of the tooth and will not interfere with proper meshing of the teeth. This strip 35 may, of course, be had in strips as long as desired and can be readily cut oif to proper lengths. This arrangement produces a strong and yet very cheap set of teeth for an organization of this sort, and it will be ap parent that it may, if desired, be used to replace the teeth of the other toothed portions of this whole organization.

As will be seen in several figures, this second form of bay member has the same type of teeth 29 carried on the projecting portion 50' of the hanger member 40, which is generally similar to hanger 48 although it differs somewhat in shape, as indicated below. Here the angle 32' has a longer depending leg which extends down into a cut out recess in the buffer strip 41', to which it is bolted by similar carriage bolts 45 with recessed heads as shown. Accordingly, the depending portion 4| of the hanger is slightly longer, although the portions 49' and 5| are otherwise of generally similar shape. This hanger member 40 is secured to the angle by welds in the same fashion as shown in Fig. 4, and one or both of the hanger members 49' may have a spring pressed latch with operation generally similar to that described with respect to Fig. 4. However, its structure is slightly different in that the spring 53' is bent and shaped as shown and holds and biases the plunger 55' which has a reduced intermediate portion 51 to which the intermediate portion of the spring 53 is secured. The upper end portion 58' of this spring is suitably anchored to the hanger; for example, by being held in a hole through web 49. The shape of the hanger member 40 is made clearer by a consideration of Fig. 9.

A further form or modification of this bay member is indicated as a whole by 3 lb in Figs. 6A, 7B, and 8B which show only the features which are diiierent from the disclosure of Figs. 6-9. Here the row of closely spaced holding means along the top of the angle 32b is formed by pierced openings 5% or slots which may extend partly or all the way through the top of the angle as shown. Preferably, these slots are punched all the way through by a multiple punch on /2" centers to give the same pitch as mentioned above. It is important that these openings 5% have rounded ends and filleted or rounded edges, as shown. It will be understood that the down wardly-projecting teeth 23 on the ends of the cross bars Ell, or the like, will mesh with these openings. If necessary, the projecting portion which extends over the outside edge of the teeth along the members 3| may be modified to reach over the outside edge of the angle 32b.

Figs. 11-16 show the arrangement of the several types of modified side posts in the freight car structure. Somewhat schematic Fig. 11 shows a plan view of one end of one side of the freight car in which the usual metal outer side wall I0 is braced by the intermediate series of side posts Fig. l 2 shows a member 66 forming part of the end wall of the car and having the cars wooden end lining 3 secured therein. Plate l6a is cut or may be speciall formed to provide a plate of lesser width which is secured by welds 18 in holes H to member 66 to provide only one row of teeth 20 which are engaged by the corresponding teeth on the ends of dotted-in member 3!. The inside car walls have been stripped, as previously noted, and suitable clips or angles 6| are secured thereto as by rivets 62 and carry, as by bolts 63, Wooden furring strips 64 of suitable thickness, which in turn carry the thick plywood buffer panels 21 secured by suitable means, such as the nails 65. Note the provision of the clear space or slot 29 to permit entry and the tilting for removal of the tooth-carrying portion 50 of the bay member 3|. The width of each slot 29 is sufiicient to permit the associated bay member 3| to be tilted for removal. It should be noted, however, that if this width were made too small for removal of portion 50 and the members such as 21 (which might be edged with metal along this slot) were put in position after members 3| were in position (or members 3| might be entered through a blocked recess), then it would be impossible to remove members 3| without breaking some parts, .and this would make them pilferproof.

As shown in detail in Fig. 13, the side posts l3 are here in the form of channels, although it will be understood, particularly by the disclosure of Figs. 14-16, that other forms of structural steel members may be attached thereto, and hence the present invention may be applied to various types of freight car posts. In Fig. 13, the channel 15, which has been described above, carries and is stifiened by the plate [6 which has the teeth 26 thereon as disclosed above, plate [6 being secured by welds l8 partly or Wholly filling the holes I! provided for this purpose. The welds I?! may also be used if desired.

Fig. 14 shows a structural steel angle 66 riveted at 8| to wall It and forming one of the two similar posts on either side of the wide double doors 12, only one of which is shown in Fig. 11. Angle 66 is stiffened by steel angles 3282 welded as shown at 83 to carry plate It.

Fig. 15 shows an I-beam El which is not a part of the original car structure and which carries the plate It, as disclosed above. This I-beam 61 forms a removable toothor rack-carrying doorway post which may be mounted about in the middle of the openings for one of the doors I2 when the full width of the doors is not neces sary and additional loading space is desired. This removable post 61 is disclosed in more detail in Figs. 17-20. v

Fig. 16 shows the angle 68 which forms an end of the movable door l2 and has the bent-in portion 8'7. This angle 63 is modified by the additional angles 85 welded on as at 85 to carry plate It in the manner disclosed above.

Thus bay members 31 may be mounted between the modified posts 66 and 6'! and between posts (1! and 68 and, in addition, by omitting post 61, extra long bay members may be mounted between post member 63 and the extreme righthand post member 56, to close the doorway otherwise left open and thus permit full utilization of all space in the car.

Latches, such as the previously described latches 53 and 53' (Figs. 4 and 6) have a partioular utility in connection with the just-mentioned extra long bay members. In the present disclosure, the spacing between adjacent side posts H3 is short enough so that one man can readily handle the associated bay members 3|. The extra long or doorway bay members may, however, be of such length as to make it desir able for workmen to cooperate in installing them. The just-mentioned latches, which require a manual releasing operation, prevent a workman at one end of the bay member from tilting the bar (thereby releasing it from supporting engagement by the upright posts) until the workman at the other end of the bar is ready and has also released his latch.

In Figs. 17-20 the roof of the car 5 has the side plate or structural member I which is secured to structural member 1' forming therewith a downwardly opening channel-like space whose members are part of the original structure. A suitable length of downwardly opening channel 9| is secured in this space, as by welding, and this channel 9| has two A" steel web plates 92 secured thereacross, as by welds 921 to form a rec'- tangular box-like recess to receive the reduced upper end portion 93 of the l-beam post 61. Note that the width of the inside to the outside of this box-like recess is greater than the cor"- responding width of the top of the post portion 93.

In addition, the lower depending portion of member I has a spacer member IE! of suitable thickness welded thereto, as at N35. The posts enlarged lower end portion 94 carries two heavy steel pins I welded thereto, as at I06, and these pins project downwardly a depth D, as shown in Fig. 17, and are received in suitable holes 161 through the threshold plate I08 and the car frame member H0. Numeral 2 shows the wood car floor.

It will be noted that the normally unused height H in this box-like recess M is appreciably greater than the depth D. Thus, to put this post 61 into position, it is tilted inside the car and its upper end |0| slid into this box-like space I M so that the top lel nearly reaches the top of this space. Thereafter the lower end is moved outwardly until pins I05 drop into holes l0! and the outer surface of post portion 93 abuts against spacer strip I04. Thus all normal downward or outward loads will tend to hold this post in position since it can only move upwardly. To prevent upward movement due to bumps, vibration, or the like, there is provided a heavy steel hinged retainer pin 25 having the main post portion 96 secured against loss by the chain 91 welded to pin 95 and to the post as at 911. This retainer has the hinged retainer portion 98 pivoted by pin 99. As will be seen, when in position, retainer pin 95 will prevent upward movement by abutting against the lower portions of welded-in plate 92.

Referring again to Fig. 11, the panels 271 which are mounted in two open bays inside the door H or in its doorway, are not permanently fastened in place but are removably fastened like post 61. These panels 211 may rest against similar furri'ng strip 641 but are not secured thereto. Thus it will be seen that the door |2, which when unencumbered can be slid past the post 68 to open it, has the deeper or thicker but otherwise similar furring strips 641 removably secured thereon as 'by means such as the bolts 83 and brackets 6| used for strips 64 in Figure 12. The removable buiier panels 21, are thus supported by but not necessarily otherwise secured to the wood strips 64. These panels are removably fastened in the same or similar manner as disclosed in Fig. 18 for post 61; that is, the panels 211 are provided at their bottoms with pins i051 (Fig. 11) which are received in suitable recesses in the threshold plate of the doorway, and the upper ends of these panels 211' are received in the downwardly opening channel-like space between members i and I (Fig. 17) and are put in and taken out by slidin up into a clearancespace-like member 61. Hinged retainer pins like of Fig. 17 may be provided to prevent vertical dislodgment except that here the pins would come through the panels from front to back. It is thought that, since the organization here is the same, additional illustration is not required, as this structure will be quite apparent from this description to those skilled in the art. Here then we have an easily removable doorway closing arrangement providing the removable or movable posts with their holding means for the side bay members 3| and with the removable buffer panels 21 which are removably secured to the car itself at their tops and bottoms but are supported throughout their heights b'y engagements with the furring strips 64 which are removably carried by the movable door |2 which can always be readily cleared for normal use as a door by removing the panels and the strips 64. It will also be seen that the door I2 (carrying strips 64) is held or locked in exactly fully open position by the bay members 3| when they are mounted between posts 65 and 61 and posts 61 and 68. Note that members 3| between the post 68 carried on and by the movable door l2 and the removably fixed post 81 will lock the door I 2 in open position. The aforesaid doorway arrangement is claimed in applioants copending application, Serial No. 576,051, filed February 3, 1945, as a division of applicant's parent application, Serial No. 434,357.

Referring back again to Figs. 4 and 6-10, it should be noted that when the bay members 3|, 3| and 3|b, or the like are in end-to-end alignment along the car to form a continuous side rack, the end teeth 20, or the like, do not abut; that is, there is a one-tooth skip since there is a space S, as indicated in Fig. 6, between the center line of plate l6 and the end of member 3|, or the like. Thus the accurate positioning of the teeth of adjacent members 3| is controlled by surfaces 5|, which can be made quite accurate, and it is not necessary to try to have abutting teeth in adjacent members 3|, which would, or course, be diiiicult manufacturing operations.

Figs. 2125, inclusive, disclose one of the more recent "preferred forms of cross bar, designated as a whole by 1001.. The intermediate portion of the main length of the bar consists of two similar 'oak strips II! which are here shown about half size. These wooden strips are stifiened and separated by a steel Z-member which may be rolled or bent into shape. Member H2 has the intermediate portion H3 between the wooden strips and the oppositely disposed side flanges H4 which do not extend 'quite to the horizontal (as viewed in Fig. 25) surfaces of the strips I so that there are two complete faces of the bar 10a in which there is no exposed metal to injure freight. In the other two places, the metal is either flush with or slightly behind the wooden surfaces. Members III and H2 are secured together by carriage bolts II5 having heads H6 and nuts II1 recessed or countersunk in suitable recesses in the wooden members. Jaws or holding units are secured at the respective ends of the bar. The holding unit I2I comprises a generally U-shaped bent steel member IIB shaped as shown. The base portion of the U-member has a stub shaft H3 secured thereto, as by weld ing. In the middle portion of member I I8, welds I22 secure toothed member I25 which is preferably a forging but may be a steel casting.

This member has a stifiening web I23 across its top with an enlarged central portion for the hole I21. The front top portion of this member is recessed as at I24. The lower portion of this recess carries an arrow HI and the word lock to indicate the locking position for the arrow I331 on the top of the member I33. The back top portion of member i2! has two recesses I23 separated by the stiffening web I24. The bottoms of these recesses carry the indicia open, as shown by numeral I12. The lower face of forged member I25 is substantially fiat, except for the front portion which has a suitable number (shown here as seven) of teeth formed therein. These teeth are, of course, identical in form to mesh with the other teeth of this organization. It is important that the extreme lower outer edge of member I forms a downwardly projecting hook I29 to engage over the corresponding teeth 28 on member 3I.- Thus the outer ends of the several teeth 28 are joined together by a rib-like member I29 which, consequently, closes the outer end of the grooves between the several teeth 28. The rib I29 is thus effective to interlock with the ends of the several teeth which mesh with the teeth 28 and prevent axial movement of the head I ll to the right relative to the member BI, as viewed in Figs. 21 and 22. The other ends of the grooves between successive teeth 20 are closed by the adjacent body portion of the member I25, which body portion, consequently serves to prevent or limit movement of the head I2I to the left relative to the member 3 I.

It will be appreciated that, in view of the rounded character of the teeth, the cross members 19 may, after having been seated upon the cooperating oppositely disposed members 3|, be pushed lengthwise of the members 3|, during which movement the cross bar 18 moves vertically sufiiciently to enable the crests of the teeth 20 thereon to ride over the crests of the teeth 28 on members 3 I.

As disclosed above, and in order to prevent vertical dislodgment, there is provided a rotary latch I34 which has an integral pin I32 whose upper portion is formed into a hex I33 to be engaged by a suitable wrench. This latch member may also be a forging. The lower portion of the latch I34 is shaped as shown in the left-hand end of Fig. 21, with a particular portion and with the sides cut away to provide two recesses I36 and I31 to engage the pin I38-and the ball MI. Pin I38 is suitably fixed in recess I32, while ball I41 is slidable in the larger hole I 42 and is biased downwardly by a suitable spring I43. After the latch member I34 is positioned, it is permanently locked in place by flat bar I48 which is welded to member IIS as at I41. The parts are shown in Figs. 21, 22 and 23 in the locked position, in which the rounded locking portion is disposed below and in substantially abutting relation to the under side of the flange on the cooperating Wall member 3|. In this position, the pin I38 engages the surface I35 and prevents :further rotation of the latch member I34 in a clockwise direction, as viewed in Fig. 21. In this position, also, the detent I45 engages the surface I31 and yieldably resists rotation of the latch member I34 in a counterclockwise or unlocking direction. It will be understood, however, that by rotating the nut I33 in a counterclockwise direction, the latch I34 is correspondingly rotated, during which rotation the detent I4I ride along the upper surface. 180 of such rotation brings the latch I34 to the unlocked position in which the pin I38 cooperates with the surface I31 to prevent further such rotation, and in which the detent cooperates with the surface I35 to yieldably hold the latch I34 in the unlocked position. This unlocking movement brings the member I34 out from under the flange on the wall member 3I and enables the corresponding end of the bar 10 to be freely lifted away from the wall member.

At the right-hand end of the bar 10, as shown in these figures, the unit is welded directly to the Z-member II2, the member [I8 being welded to portions II4 as shown at H9.

As described and claimed (in connection with bar structures per se and combinations embodying such bar structures) in applicants copending application, Serial No. 121,424, filed October 14, 1949, as a continuation of the copending but now abandoned application, Serial No. 469,719, filed December 21, 1942, as a continuation-in-part of said parent application, Serial No. 434,351, at one of the ends of this bar, but intermediate its gripping or holding means, there is provided a telescopic or extensible means designated 'as a whole by I15. This unit includes a sleeve I49 which is welded, as at I49, on the stub shaft IIQ to secure it to unit I2I. This sleeve carries in suitable holes pin I53 having projecting ends which have a limited axial motion in the opposed guide slots I52, which are here shown in half scale, to permit ample travel to take care of any variation of freight car Width, or the like. These guide slots are formed in an outer sleeve-like member I55 which is, in turn, formed by the two generally U-shaped members I55 which are welded together as at I51. Members I55 have in their open ends wooden buffer strips Ilil which project beyond theirends, as shown, and are secured by through rods I53.

The somewhat earlier form of cross bar, designated as a whole by 16 and shown in Figs. 26 and 27, is in many instances identical with that just described. The intermediate portion and its cross section through the wooden portion correspond to Fig. 25, while the gripping or holding units I2! are also identical. Here at one end, shown as the left-hand end, the holding unit I2! is welded, as at I62, to the Z-portion H2. The other end of the Z-portion carries, as by welds use, the rectangular box member I61 which forms the inner slide of the telescopic unit, also claimed in said co-pending application, Serial No. 121,424. This member I61 carries on opposite sides the lost motion member which is here designated by the steel washer I68 welded in its similar opening to the sides I61. This washer operates in the relatively short slot I12 which is formed in the sides of the generally similar bent-up steel box member I1I whose outer end is welded at I64 to the other holding unit I2I.

As shown in Figs. 5 and 5A, the special type of cross bar I 00 is otherwise like bar 19 (or it may be like bar 18) except that this bar I530 has teeth 20 auras-re along all or substantially all of the exposed faces or flanges Illa of the modified Z-bar. These teeth may be so positioned by means of cast toothcarrying racks 35 welded on as disclosed in connection with Fig. 4, or they may be rolled into the Z-bar H'Za while it is flat and before it is bent into Z-shape in the manner similar to that disclosed in connection with plate It. The wooden buffer strips H la are otherwise like strip Hi except that they are narrower to provide slots or openings 181a behind each set of teeth 20, to receive the latch I34. As will be seen, there is a space provided for the hook portion I29 to engage over the teeth 20. The uses for this type of bar I in forming bins, central partitions, and the like, are disclosed above and will be apparent from the suggestions given in connection with Fig. 5.

There may also be provided another special bar 130 which will be identical with bar #90 and, like it, will have the telescopic portion, except that bar I30 is of a reduced or half length so that it may extend partly or half way across the car Width, as shown in Fig. 5.

Another special type of bar I29, shown generally in Fig. 5, may be constructed like bars 10, 70a, I30, or ISO except that, as described and claimed (in connection with bar structures per se and combinations embodying such bar structures) in said copending application, Serial No. 121,424, it also includes a rotary or tilting feature which is achieved by building into the bar an axially extending pin received in the sleeve to provide an axial pivot. These two members are secured between the two end portions 12! and the intermediate portions of the bar, and this sleeve and pin include suitable stop means to prevent the bar from coming apart axially.

The wedging or leverage tool shown in use in Fig. 2 and in more detail in Fig. 3, and combinations employing the same are described and claimed in Patent No. 2,466,728, granted April 12, 1949, on applicants copending application, Serial No. 475,082, filed February 8, 1943, as a division of said parent application, Serial No. 434,357. The tool is designated as a whole by the numeral 200 and comprises a suitable handle 20! suitably secured into a short sleeve 262 which is secured as by welds 263 to the side or main frame plates 204. These relatively heavy stiff plates are rigidly spaced apart by these welds and by pin 285 which is secured into holes 206 in each plate and also serves as a pivot of the freely rotatable sliding roller sleeve 20?. The forged steel jaw memher 208 is generally U-shaped with opposing faces and with two opposed sets of identical curved teeth 2B9 which are just like and mesh with teeth 20. As will be seen, this one tool with its two opposed sets of teeth can be used on the right or left-hand sides of the car. The space between the crowns of one of the sets of teeth 26!! and the roots of the opposite set corresponds to the thickness of upper or shorter leg of the angle 32 plus the full thickness of rack 35, or the equivalent member. The member 208 is freely pivotally mounted in, and also secured between plates 208 by pins 210 in holes 2i I. liote that holes 2 go through the corresponding sides or jaws of member 208.

The manner of using the wedging tool 290 is shown in Fig. 2. In this view, a cross bar In is supported at its left-hand end upon a previously described wall member 31, and it will be understood that the opposite end thereof may be similarly supported. One face of the cross bar 18 lies against the face of a freight article, and it will be understood that before resorting to the wedging tool 200, the bar 10 may have been manually moved to a position in which it freely abuts the freight article. With the parts thus preliminarily positioned, the wedging tool 200 may be applied to the wall member 3|, by fitting the jaw 208 thereof over the toothed portions of the wall member 3!. This brings one series of teeth 209 into meshing engagement with the teeth 2-3 and brings the other series of teeth into abutting relation, or immediately adjacent, the under side of the flange on which the teeth 20 are supported. Preparatory to this operation, the jaw 208 is rotated relative to the handle 28] so that, when the jaw is applied, as aforesaid, the handle 20! is spaced at a relatively wide angle from the cross bar Iii and the roller 20'! is in abutting engagement with the bar 10. Thereafter the handle 20! may be forced into a counter-clockwise direction, as viewed in Fig. 2, which action causes the roller "28! to roll along the face of the bar 13 from its initial point of engagement to a point nearer the end thereof. During and by virtue of this movement, the bar 10 is forced toward the freight article, causing a take-up of any space between it and adjacent articles or between it and the end of the car or an associated bulkhead. If one such advancing movement of the handle is not sufficient to take up all of the space, it will be appreciated that the tool may be removed and re-applied to the wall member 3| at a point further therealong. In most cases the user will find it convenient to retain the tool in its wedging position until after the locking member 134, associated with the bar Hi, has been turned into the locking position.

Assuming very close tolerances, it will be appreciated that the holding relation thus afforded would positively require that the bar 70 project at right angles from the associated wall member 3!, in which event the respective heads of the bar would be required to be engaged with corresponding projections 20 at opposite sides of the car. Manufacturing tolerances result in some looseness between the parts, which permits a limited departure from the just-mentioned. relationship. This fact is advantageous for certain loading purposes. For example, as shown in Fig. l, the freight articles may not extend entirely across the car. To enable the bar 10 to serve as bulkhead, which positively prevents the freight articles from moving lengthwise of the car and also prevents them from moving crosswise of the car, it is usual, in the practice of the invention, to lock one bar head at a point somewhat nearer the end of the car than the point at which the other bar head is locked. This angled or wedging position of the bar effects the freight holding action just-mentioned, and is permitted by the above-mentioned manufacturing tolerances.

Summarizing the aforesaid general organization, it will be appreciated from the foregoing that in the preferred practice of the invention the car or other storage space is provided with the permanently installed side posts l6 and buffer panels 21, and with the corresponding removable elements for the doorway. Preferably, also, the car is provided with a desired number of bay members, such as 3|, and cross members such as Ill, and, to handle certain loads, with a desired number of the special bars described with more particular reference to Figure 5. If desired, all bay members may be left in place between associated uprights I 5, even when not in use, and the cross bars may be carried by bay 17 members located near the roof of the car, leaving the entire storage space free for occupancy by loads not suited to the present apparatus. Thus, when not in use, the present loading members do not obstruct or take up otherwise useable space within the car. Preparatory to a loading operation, utilizing the present organization, the bay members 3| may be disposed in appropriate relation, both vertically and lengthwise of the car. Insertion or removal of a bay member 3| is, of course, accomplished by tilting the bar, so that one end thereof is suiiiciently higher than the other end as to permit the tooth-carrying portions of the brackets 40 to be introduced through the slots 29, after which the bay member may be restored to a horizontal position, bringing the toothed portions of the bracket 40 behind and into operative relation to the teeth on the associated posts 15. A release of the bar when so horizontally positioned, automatically establishes the vertical holding relationship between the associated toothed surfaces, by virtue of the oifset relation of the body of the bay mem her, all as previously described. Changes in vertical position of the bay members may readily be accomplished by simply tilting the same about their longitudinal axes, which releases the holding engagement, after which the bay members may be manually moved to the desired height. With the bay members in place, cross bars may readily be applied. Prior to application of a cross bar, its locking members I34 are, of course, withdrawn, after which it may be rested on oppositely located bay members. While so supported, the cross member may be manually positioned along the bay members finally to a desired position. -When finally positioned, the locking members I34 may be swung into active position. In forming decks, the wedging tool of Figures 2 and 3 is not needed, whereas in forming bulkheads such tool may well be used, as aforesaid, to properly wedge the freight. Bins, partitions and the like may be similarly established, as described with reference to Fig. 5.

As noted above, this invention may be employed in other places than freight cars, and accordingly the terms freight car or the like are intended to include other applications where this invention may be usefully employed, as disclosed herein.

Although only several forms of the invention have been illustrated and described in detail, it will be appreciated by those skilled in the art that various further modifications may be made without departing from the scope of the appended claims.

What is claimed is:

1. As a subcombination in adjustable freight loading or bracing apparatus for freight cars, or the like, longitudinally spaced upright posts secured at the sides of the car, each post having a substantially fiat face presented inwardly oi the car, and having at its opposite face at least one row of outwardly facing tooth-like projections.

'2. As a subcom-bination in adjustable freight loading or bracing apparatus for freight cars, or the like, two series of upright posts arranged along the respectively opposite sides of the car and forming parts of the side frames of the car, the posts of each series being spaced apart lengthwise of the car, and each post having two vertical rows of tooth-like projections extending substantially throughout the height of the car, said rows being spaced apart lengthwise of the car with said projections facing oppositely away from the freight space between the posts at opposite sides of the car, whereby said projections do not interfere with freight in said space, said projections serving to adjustably support cooperating freight loading means.

3. As a subcombination in freight-holding apparatus for use in a freight car, or the like, an elongated plate-like metallic member adapted to be connected to and become a vertically extending part of the side wall structure of the car, said member having a portion with a row of teeth extending substantially throughout its height, the crests of said teeth extending transversely to the length of the row, said crests and the spaces therebetween being rounded, said teeth being disposed to adjustably secure cooperating freight loading means at desired elevations on said member, said rounded crests and spaces enabling said cooperating means to be slid along said row, with a wave-like motion, while engaging said teeth.

4. As an article of manufacture for use in freight-holding apparatus for use in a freight car, or the like, an elongated relatively heavy metallic member having a row of teeth extending lengthwise thereof, to engage with spaced holding means on cooperating loading means so as to support said cooperating means in predetermined adjusted relation to said member, the crests of said teeth extending transversely to the length of the row, said crests and the spaces therebetween being rounded, said rounded crests and spaces enabling said cooperating means to he slid along said row, with a wave-like motion, while the holding means thereof are in engagement with said teeth, said member including means to secure the same in operative position in said car.

5. As an article of manufacture for use in freight-holding apparatus for use in a freight car or the like, an elongated plate-like metallic member adapted to be connected to and become part of the side wall structure of the car, one face of said plate-like member being substantially planar so that when the post is connected with said face presented to the interior of the located adjacent the corresponding side edges of car, it affords a non-obstructive freight engaging surface, the other face of said plate-like member being provided with two separate rows of holding surfaces, the respective rows being said face and extending substantially throughout the length of the member, the individual surfaces in each row being disposed to adjustably secure cooperating freight loading means at desired elevations on said member, and the space between said rows affording means whereby the post may be connected to said side wall structure.

6. As an article of manufacture for use with freight loading equipment of the type described, a supporting member having an elongated main body portion and having holding means adjacent each end thereof to support said member and having a row of holding means along its length to adjustably hold other members, said first holding means being mounted on and offset above and to one side of said body portion so that said body portion is below and depends from and is also laterally spaced from said first-mentioned holding means.

7. As an article of manufacture for use in freight holding equipment in freight cars or the like, a horizontal side bay member adapted to bridge between spaced upright posts having spaced holding means along their lengths, said bay member having holding means adjacent its ends to cooperate with said first-mentioned holding means to adjustably secure said member to said uprights, and said bay member. comprising an elongated steel member having an upper surface to be horizontally disposed and carrying a row of closely spaced holding means extending substantially throughout its length to support cooperating cross members, said upper surface of said steel member being spaced below said second-mentioned holding means whereby the load of said cross members resting on said surface holds said bay member in secured relation to said uprights.

' 8; As an article of manufacture for use in freight holding equipment in freight cars or the like, a horizontal side bay member adapted to bridge between spaced upright posts having spaced holding means along their lengths, said bay member having holding means adjacent its ends to cooperate with said first-mentioned holding means, and said bay member comprising a steel angle having a row of spaced interengaging holding means extendin -along one leg thereof to be engaged with corresponding interengaging and holding means on cross bars to be secured on and between such bay members along opposite sides of the car orthe like, the other leg of said angle affording an abutment surface for engagement with said side posts and cooperating therewith to retain said respective holding means in cooperative relation.

9. As an article of manufacture for use in freight holding equipment in freight cars or the like, a bay member adapted to horizontally bridge between spaced upright posts having spaced holding means along their lengths, said bay member having a row of spaced holding means extending along that surface thereof which is uppermost when the bay member is in place for engagement by corresponding holding means on cross bars to be secured on and between such bay members positioned at opposite sides of the car orthe like, said bay member having adjacent each end thereof a'supporting bracket, each'said bracket being jaw-like so that it embraces a correspondingsaid upright post, and being provided with holding means which engage the holding means on said post, whereby said bay member is vertically supported, said uppermost surface being vertically and laterally offset from said brackets so that vertical loads applied to said bay member by asaid cross member tend to rock the bay member about its longitudinal axis and augment said vertical supporting connection.

10. As an article of manufacture for use in freight holding apparatus for a freight car or the like, the combination of an elongated'freightholding member having extending lengthwise along at least one surface thereof, a row of toothlike projections, the crests of said projections and the spaces therebetween being rounded, and the crests and spaces being joined by sloping side's, saidprojections being disposed to cooperate with complemental holding means of associated freight-holding members and the rounded character thereof and the slopes of the sides between teeth enabling a wave-like relative sliding motion between the associated holding means and the member in a direction lengthwise of the row while said projections and holding means are lightly pressed together.

11. A bridging member forming a part of loading equipment for freight cars, or the like, and

disposed to extend between and be supported by spaced supporting members having exposed and one of said'portions comprising a pluralityof spaced tooth-like projections disposed-to inter-- lockingly engage said tooth-like projections on the corresponding one of said opposite faces, said spaced portions being so constructed and arranged that said bridging member is movable as a whole along said supporting members while maintaining said embracing relation.

12. Adjustable load-:holding apparatus for a freight, car, or the like, comprising generally parallel spaced elongated members, an elongated bridging member, inter acting fixed holding members extending along the lengths of said spacedmembers and adjacent the ends of said bridgin member, said holding members including means to permit manual adjustment of said bridging member along said spaced members upon. a' tilting movement of said bridging member,v and means to permit removal of said bridge ing member from said spaced members only upon. a tilting movement of said bridgin member about an axis transverse to the axis of said. first-mentioned tilting movement.

13. Inffreight loading apparatus, the combination. of generally parallel spaced elongated members, holding means distributed along said.

members lengthwise thereof, an additional supporting member having engaging means spaced along its length detachably engageable with said holding meansto removably secure said additional member between said first-mentioned membersat a desired, po thelealong, d additional member being tiltable, in at least one.

direction, about. an. axis generally parallel to its length from said secured position to a. position in which saidholding and engaging means are disengaged from. each other, said holding anrlv engaging means being so. disengageable only by asaid tilting movement, said additional member:

being adjustable relative to said first-mentioned members when said means are so disengaged, said additional member having further holding means spaced along its length for cooperationwith means to be supported by said additional member.

14. In freight loadin apparatus, the combinationof generally parallel spaced elongated members, said members each being provided with a series of tooth-like projections arranged lengthwise thereof, and an elongated additional member having engaging means spaced along its length detacha'bly engageable with said projections to removably secure said additional member between said first-mentioned members at a desired point therealong, said engaging means comprising a plurality of projections which are complemental to the. first-mentioned projections and mesh therewith, said additional member being tiltable, in at least one. direction, about an axis generally parallel to its length from said secured position to a position'in which said profjections are disengaged from each other, said additional member being adjustable relative to said first-mentioned members when said projections are so disengaged, said additional member havin further holding means spaced along its length for cooperation with means to be supported thereby.

15. In freight loading apparatus, the combination of generally parallel spaced elongated members, holding means distributed along said members lengthwise thereof, an additional supportin member having engaging means spaced along its length detachably engageable with said holding means to removably secure said additional member between said first-mentioned members at a desired point therealong, said additional member being tiltable, in at least one direction, about an axis generally parallel to its length from said secured position to a position in which said holding and engaging means are disengaged from each other, said additional member being adjustable relative to said firstmentioned members when said means are so disengaged, said additional member having further holding means spaced along its length for cooperation with means to be supported by said additional member, and additional means cooperating between said additional member and said first-mentioned members for limiting relative movement therebetween in a direction lengthwise of said additional member.

16. In a freight car, or the like, having longitudinally spaced upright side posts forming part of the car sides, holding means at different elevations on said posts, and an elongated supporting member having engaging means spaced along its length detachably engageable with said holding means to removably secure said supporting member between said posts at a desired elevation, said member being tiltable, in at least one direction, about an axis generally parallel to its length from said secured position to, a position in which said holding and engaging means are disengaged from each other, said holding and engaging means being disengageable only by a said tilting movement, said member being adj'ustable relative to said posts when said means are so disengaged, said member having further holding means spaced along its length for coopgration with means to be supported .bysaid mem- 17. In a freight carrying vehicle having spaced upright side posts, an elongated supporting mem her to bridge said posts, and interengaging holding means at different elevations on said posts on surfaces thereof not facing the inside of the vehicle for engagement with freight and at the end portions of said supporting member for ready removal or securing of said supporting member at a desired elevation between said posts only by a tilting of said supporting member about .a generally longitudinally-extending axis of said supporting member.

18. In a, freight carrying vehicle having spaced upright side posts, an elongated supporting member to bridge said posts, and interengaging holding means at different elevations on said posts and adjacent the ends of said supporting member formed and positioned for disengagement or looking engagement by only a tilting movement of said supporting member about a generally longitudinally-extending axis of said supporting member,

tothus permit rapid removal or securing .of said supporting member between said posts at any one of a. plurality of different elevations.

19. In a freight storage enclosure having side walls, spaced elongated side members having a row of holding means extending along their lengths on their back or outer faces to avoid any possible contact with freight, and elongated supporting members bridging said first members at desired positions therealong and having fixed engaging means adjacent their ends constructed and arranged to be selectively engaged with or disengaged from. said holding means only by a tilting of said supporting members about axes parallel to their lengths.

20. Adjustable load bracing means in combination with a freight vehicle having side walls with spaced elongated members forming a part thereof and having side flanges, each having engaging means extending along one face of each flange, and elongated members adjustably positioned bridging between said first members and having,

adjacent their ends cooperating holding means to be engaged or disengaged only by a tilting of said second member about a longitudinal axis and including spaced means to embrace the edge I of and to engage both faces of said side flange.-

21. Apparatus as defined in claim 16, including releasable latch means acting between the loading and supporting members and normally effective to prevent said tilting movement.

22. In loading equipment for freight-cars, or the like, spaced supporting members having platelike portions extending lengthwse thereof, each plate-like portion having along one face thereof a succession of tooth-like projections, and an adjustable bridging member extending between and supported by said first-mentioned members, said bridging member having holding meansspaced along its length for cooperation with said firstmentioned members to effect said support, each said holding means comprising, in fixed relation to said bridging member, a plurality of tooth-like projections complemental to said first-mentioned projections for engagement therewith, and a holding surface disposed to bear against the surface of the corresponding plate-like portion which is opposite tothe tooth-like projections thereon.

23. As a subcombination in adjustable loading equipment for freight cars, or the like, longitudinally-spaced uprights forming partsof the car side frames and having at each side thereof, and substantially throughout the car height, a flange with a row of engaging portions opening or facing normally to the car side from one side of said flange, and vertically adjustable side members bridging adjacent uprights, adapted to support load bracing means, and having spaced along their lengthe locking means including spaced fixed portions toembrace said flange with certain of said fixed portions engaging said engaging portions.

V 24. In a freight bracing or holding apparatus, spaced elongated supporting members each having a row of engaging shapes extending along a side thereof, a panel between said members but spaced therefrom to provide slots between the panel and the respective members, and a second movably adjustable elongated member having a holding means adjacent each end including a correspondingly-shaped set of engaging shapes to engage at a selected position along said row, and said second member constructed and arranged to have its holding means removed from or inserted in said slots while said second mem-' her is tilted about a transverse axis and to be 23; adjusted along said rows while tilted about a. longitudinal aids.v

25. A railroad. freight car, or the like, having means forming side walls including inwardly-- projecting metalposts with. substantially flat, exposed inner. surfaces, load bracing-or supporting apparatus including holding means positioned'at difierent' elevations and extending substantially throughout the heights of said posts, and members having. holding means thereon cooperating with said first holding means to adjustably secure said members at desired elevations between certain of. sad; posts, said first holding means including'portions at the sides of said posts and said second holding means including portions extending alongside of said posts to cooperate with said first: portions; and cushioning lining members, substantially filling the spaces between said longitudinally-spaced posts and having their upright edges spacedsufiiciently from the sides of said posts to permit entry of said second-mentioned portions, the inner and exposedsurfaces of said lining, members being substantially flush with. the inner exposed surf-aces of said posts to form. a smooth freight-protecting inner ear wall. surface.

26; In freight loadingapparatus for use in a freight car; or the like,.the combinationof spaced, generally parallel: elongated supporting members, a bridging member extending between and supported by said first-mentioned members, said bridging and first-mentioned: members having coengaging. holding portions which effect said sup..-

port, and when in holding engagement secure...

said bridging member in place on. said supporting members, said; holding portions being constructed-and arranged so that, while supported by said supporting members, said bridging member can be advanced along saidv supporting members during which advance said holding portions ride. into and out of holding relation to each other;

27'. In" freight loading apparatus for use in a' frefght car, or'the. like, the. combination of spaced generally parallel elongated supporting members; a. bridging member extending between. and supported by said. first-mentioned members, said bridging and first-mentioned members having co-engaging holding portions which effect said support, andwhen in holding engagement secure said bridging member in place on said support.- ing members, said holding portions being con-- structed and arranged so that, while supported by; said supporting members, said bridging mom-'- ber canbe advanced along said supportingmembets during whichadvance said holding portions ride into and'out of holding relation to eachv other, ancllatchmeans for securing said bridging; memher inselected positions of adjustment along said. supporting members.

28. In freight loading apparatus for use in. a. freight car, or the like, the combination of spaced generally parallel, elongated supporting members, a bridgingv member extending between and supported by said first-mentioned members, said supporting members each having a succession of tooth-like projections distributed lengthwise. thereof, and said bridging member having heads-- adjacent the ends thereof, each said head being. provided with a succession of tooth-like projections which are complemental to and mesh. with said first-mentioned projections, said projections. being so formed that while said bridging member is supported. b said supporting members, said, bridging. member can be advanced there along, during which advance. said tooth-like projectionsride into and out of meshing relation td:

eacblothen.

,29. In. freight loading apparatus for .usein a; freight canor the like, th-eoombination of spaced generally parallel elongated supporting members,

a. bridging member extending between and sum.

ported-by; said. first-mentioned members, said supporting members each having a succession of tooth-like; projections distributed len thwise thereof, said bridginggnember having heads adja cent. the. ends. thereof, each said head. beingprovided within. succession of tooth-like projections.

into and. outof meshing relation to each other; and latch meanscarried. b said bridging mom--- ber for securing said bridging member in selected positi n of a iil tment al n said supp rt nmembers;-

so In afreightcar, or the like, at least onelpair of generally parallel, elongated,

horizontally extending supporting members,

members disposed adjacent respectively opposite. sides of, the. car so. as-to define a freight therebetween, holding means including closely spaced tooth-likeprojections arranged. along the length of each said supporting member, a. load holding or bracing cross bar,, holding means at.

each end. thereoi including projections meshing with projections on said supporting. members. tov

hold said bar. in adjusted position between said, supporting, members, both sets of said meshing. projections having rounded crests so that said.

bar while supported on said supporting members, can be advanced thereal'ongwith a wave-like motion.

31. In a' freight car, or the like, at least one pair along the length of each said supporting member,

aload holding orbracing cross bar, holding means at eachend of the bar and positioned substanti-allyon theaxls: thereof, each holding means including a surface having projections meshingwith projections on said supporting members to hold said bar in adjusted position between said supporting members, and latch means carried" b-y the bar'and including means engageable withthe side supports to prevent. disengagement of said meshing projections;

32. Freight: holding: equipment. for use in I:

m freight car, or the likmccmprising substantiallyin a vertical direction, and hook means to limit horizontal longitudinally-extending members gagingshapes, a. load holding cross member havingaadjacent each end a surface which has a" complementally shaped group of engaging shapes disposed to rest on and engage with the firstmentionedengaging shapes to preventmovement I of thecross: member along said first members, separate movable latch means associated withthe respective ends of the cross member forpreventing disengagement of said engaging shapes substantially, 4

relative movement between said co-enga'ged engaging shapes in a direction transverse to the length of said first-mentioned members.

33. Freight holding equipment for use in a freight car, or the like, comprising laterally spaced and means to secure the ends of said bars to said supportingmembers in selected vertically or hori- -zontally adjusted positions to said supporting each said bar at each end thereof, the other said surface of each pair being carried by the corresponding supporting member, and separate latch means carried by each bar at each end thereof to hold said toothed surfaces against disengagement in a direction normal to said surfaces.

34. Freight holding equipment for use in a freight car, or the like, comprising substantially 1 horizontal longitudinally-extending members secured along and withrespect to the opposite car walls, saidmembers having distributed lengthwise along a horizontal surface thereof a plurality of upwardly-directed closely spaced engaging shapes,-a load-holding cross member having adjacent each end a supporting head, each head having surface which is immovable with respect to the associated head and which has a complementally-shaped group of engaging shapes resting on and engaged with said first shapes to prevent movement of said cross member along said first members, and separate movable latch means carried by each head and engageable with other surfaces of said first-mentioned members to prevent disengagement of said respective shapes.

35. Loading apparatus for a railway box car, or the like, comprising longitudinally-spaced posts affixed at the sides of the car and having means providing a row of tooth-like projections extending substantially from the floor to the roof, vertically ad ustable side members bridging adjacent posts and having locking means including portions with means fitting and interengaging a group of selected adjacent projections on said posts, said side members being adapted collectively to extend in adjoining relation from one end of the car to the other, and each side member having a row of engaging portions extending therealong from end to end, and adjustable cross bars disposed transversely to the car and having locking means including corresponding engaging portions adjacent the ends thereof interengaging a group of selected adjacent engaging portions of said side members.

36. Loading apparatus for a railway box car, or the like, comprising longitudinally-spaced posts affixed at the sides of the car and each having means providing a row of tooth-like projections at each side thereof and extending substantially from the floor to the roof, vertically adjustable side members bridging adjacent posts and having locking means including portions with means fitting and interengaging a group of selected adjacent projections on said posts, said side members being adapted collectively to extend in adjoining relation from one end of the car to the other, and each side member having a row of tooth-like projections forming engaging portions extending therealong from end to end, and adjustable cross bars disposed transversely of the car and having locking means including corresponding engaging portions adjacent the ends thereof interengaging a group of selected adjacent engaging portions of said side members.

37. Loading apparatus for a railway box car, or the like, comprising longitudinally-spaced posts aflixed at the sides of the car and each having means providing a row of tooth-like projections at each side thereof and extending parallel to the planes of the car sides and substantially from the floor to the roof, vertically adjustable side members bridging adjacent posts and having locking means includin portions with means fitting and interengaging a group of selected adjacent projections of said posts, said side members being adapted collectively to extend in adjoining relation from one end of the car to the other, and each side member having a row of engaging portions extending therealc-ng from end to end, and adjustable cross bars disposed transversely of the car and supported by said side members, said bars having holding means including corresponding engaging portions adjacent the ends thereof interengaging a group of selected adjacent engaging portions of said side members to efiect said supports, said holding means being arranged so that cross bars can, while supportedas aforesaid, be advanced along said side members.

38. In combination with a freight car or the like, having a series of spaced interengagmg holding means along "its side walls, longitudinally spaced transverse cross bars having cooperating interengaging securing means adjacent their ends adjustably engaged with certain of said side Wall holding means in a desired adjusted position therealong, said cross bars having a series of spaced interengaging holding means along their lengths between their end securing means, a lon gitudinally-extending bar having interengaging securing means adjacent its ends and engaged with certain of said series of holding means along the length of said spaced cross bars and thus secured in desired adjusted position therebetween, said longitudinally-extending bar also having a series of spaced interengaging holding means along its length between its end securing means, and a shorter freight holding cross bar extending only part way across the width of the freight car and having adjacent its ends interengaging securing means engaged with certain of said side Wall holding means and the holding means along the length of said longitudinally-extending bar to secure said shorter cross bar in desired adjusted position therebetween.

39. As an article of manufacture, a freight holding cross bar having interengaging securing means adjacent each end thereof for holding it in a desired adjusted position between and with its securing means interengaged with certain of a series of interfitting holding means spaced along the opposite side walls of a freight car or the like, and said bar having a series of spaced holding means along its length between its end securing means to interengage with and to secure in desired adjusted positions therealong the corresponding interengaging securing means adjacent the ends of other bars to thus form in a freight car or the like, side by side bins, central, vertical partitions, horizontal partitions, platforms or holddowns secured between spaced cross bars across the car, or other arrangements.

40. As an article of manufacture, a freightholding bar adapted to rest on and be adjusted along and to be secured between two spaced rack members each having a toothed upper surface,

-an under siiriaoa and a side surface, said her ooz oris n an e on ated .m mbeiz, :metalmemhelfz xfid to each nd h eof having a p ojectin p tion with a plu a y of teeth to mesh wi the e th o saidrack; members, a portion to Q ZE' OVBI the Si SLLlf GQ 0i: said 3 91; m mhere o r ven lons tu insu disenga ment o said teeth, and a manually adjustable, movable portion. to en a e the und r surface of e orresponding said rack member to secure the corregponding teeth in meshed relation tosaid corxespoi-id ra k m mb si, .A brid in mem er r fomiine a par of Loading equipment for freight cars, or the like, and disposed to extend between and be supported by spaced horizontally extending supporting members. having exposed and spaced opposite iaoes at least an upper one oi which has spaoed too h-lik p ojecti n th r on, said bridgin member being of elongated form having a pair of beads adj acentits ends for cooperation with said supporting members to effectsaid support, each sa d he d c mpris ng spaced porti ne o which is fixedly carried by the associated head the other of which is movable relative tovsaid associated head between holding and retracted positions, said on ois id, p rti n c mprising a plurality of spaced toothelike projections disposed to in erl okinely en age sa d oo h-lik proj tions on the corresp ndi g one Of said op si faces,v the o m and c na n of he Sides of said projectiQns being such that, while said proieo ons a e n said engag nt and said oth portions of said heads are retracted, said bridgmember can be advanced along said support ing m m rs with a wave-like moti n. said other J28 'pfl iiom'whelt iii. holdio: betas to en e the said. op os te Imamv 11x1, thereby p t saidmot ozi lock; said. bzidxing meme: n. a us d. position,

42.1fm .struotoi'oof; claim. wherein said oth r portions are swiasob e in between their s d po i ns about. axes noma to th l n th oithe b dsios member nd norma to th direction of; a said od anoingmovemoot.

3... In. frei ht l ding opo ratus for in. 11 Hei ht car, or the like, oombinati n oi ener ly parall l el n ated SI-11190115198 members. a. bridging ember extending between and supp rt d y said first-mention d m mb rs. said s pportin m rs each h ing a suoc ssien of. tooth-like p ojections. distrib ted lengthwise the o bsaid brid ng me berhavin heads adjacent he ends her of, ach said head bein provided with a successionof t oth like W 30!!- tions which are compl mental to and, mosh with d firs -m ntion d projections, said proiootion in o ormedwhi e said b idsing m m is suppo ted by aid supporting members, sai b idgin m mber eon be advanoed mox lom, du ing whi h ad n e said too h'li e projec ions ide into and out of moshing rela on o each othe with a wave-like. mot on, and xel asable latches carried by said br dgin m m er an movable, nt po i i n in which they sai supporting members, and block said wave-like motion thereby looking saidbri zi z member against further movement along said supporting members NAMPA.

No eferences cited- 

